Fiber-reinforced thermoplastic vehicle cell

ABSTRACT

A vehicle cell made of reinforced—reinforced thermoplastic material includes a shape-defining, long-reinforced-reinforced thermoplastic matrix ( 2 ) with integrated continuos fiber strands or strips ( 3 ). In a base structure ( 10 ), which includes a base plate ( 6 ), uninterrupted continuous fiber strands running longitudinally ( 3   no ) in an upper base area (NO) and continuous fiber strands running longitudinally ( 3   nu ) in a lower base area (NU). The upper and the lower base areas are connected with vertical walls ( 11 ). This results in an economically manufacturable, light-weight, rigid and safe vehicle cell.

BACKGROUND OF THE INVENTION

The invention relates to a vehicle cell made of fibre-reinforced,thermoplastic material as well as a method for manufacturing it. Becausewith fibre-reinforced plastic materials significant advantages versusmetal vehicle cells as up until now are able to be achieved, such ascorrosion-resistance, noise insulation and weight reductions, it hasbeen attempted for a long time; to create a load-bearing vehicle cellmade of fibre-reinforced plastic material, which is capable of beingproduced in a low-cost series production process. This, however, couldnot be achieved up to now, because either the structure and themanufacture of a vehicle cell is too elaborate and with it too expensiveand also too time consuming, or else because simple manufacturingprocesses, e.g., short-fibre-reinforced injection moulding, by far donot result in the required high mechanical strength characteristics.Therefore for racing cars and prototypes, for example, vehicle cells instressed-skin (monocoque) construction made of duroplastic carbon-fibrecomposite materials are manufactured using autoclave technology, whichin essence represents an exceedingly expensive individual unitmanufacturing process. On the other hand, for example, in WO97/14602 aplastic vehicle body has been divulged, which is assembled out of fourpart shells, which shells are manufactured by short-fibre-reinforcedinjection moulding. With this construction method, however, it is notpossible to form a load-bearing passenger cell, because the necessarymechanical strengths and the crash behaviour are not achieved by far, sothat in this case a load-bearing, stable steel frame has to be utilisedas structural base group and supporting structure.

BRIEF SUMMARY OF THE INVENTION

For this reason, it is the objective of the invention presented here tocreate a load-bearing vehicle cell made of fibre-reinforced plasticmaterial, this in particular for motor vehicles, which renders possiblea low-cost, automatic series manufacture, this both for larger batchesas well as for smaller batches of, e.g., 1000 units, which vehicle cellis light-weight and which nonetheless is capable of fulfilling thecustomary mechanical strength and rigidity requirements, in particularalso with respect to the crash behaviour, and which over and above thismanifests a good long-term stability with respect to deformation. Inparticular the known thermoplastic processes with short- orlong-fibre-reinforcing, such as injection moulding and press forming aresubject to creeping under load, so that a vehicle cell built in acorresponding manner already in a standstill condition would besignificantly deformed over the course of the years.

By integrated continuous fibre strands forming a supporting structure,which are pressed together with the long-fibre mass, and by thegeometrical arrangement of the continuous fibre strands in a basestructure on two levels with a relatively great spacing between them andwith vertical connecting walls, a vehicle cell is created, which islight-weight, simple, rapid and cheap to manufacture and which hasparticularly good mechanical characteristics.

advantageous further developments of the invention are provided, whichresult in particular benefits for different applications includingembodiments with

-   -   respect to rapid and simple manufacturability, mechanical        characteristics, low manufacturing—and assembly costs and also        for further additional functions.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

In the following, the invention is described on the basis of exemplaryembodiments and Figures. These illustrate:

FIG. 1 Schematically the construction of a vehicle cell in accordancewith the invention with integrated continuous fibre strands or strips inan upper and a lower base area,

FIG. 2 a cross-section through a base structure,

FIG. 3 is a perspective view of a base structure with box-shapedlongitudinal elements and diagonal continuous fibre strands,

FIG. 4 is a cross sectional view of a base structure with two lateralbox-shaped longitudinal elements,

FIG. 5 is a top plan view of a base structure with box-shapedlongitudinal and transverse elements,

FIG. 6 is a cross sectional view of a double-base structure formed outof two half-shells,

FIG. 7 a side elevational view of an example of a vehicle cell with basestructure and frame construction,

FIG. 8 a is a perspective view of a semi-open supporting strut profile,

FIG. 8 b is a cross sectional view of a closed supporting strut profile,

FIG. 9 a is a top plan view of two assembled parts of a vehicle cellwith load transmitting connections,

FIG. 9 b is a cross sectional view of two assembled parts of a vehiclecell with load transmitting connections,

FIG. 10 a is a perspective view of a further example of a vehicle cellwith integrated continuous fibre supporting structure,

FIG. 10 b is an alternate perspective view of the further example ofFIG. 10 a of a vehicle cell with integrated continuous fibre supportingstructure,

FIG. 10 c is yet another alternate perspective view of the furtherexample of FIG. 10 a of a vehicle cell with integrated continuous fibresupporting structure,

FIG. 11 is an exploded view of the assembling of a vehicle cell made outof several components,

FIG. 12 is a cross sectional view that illustrates the manufacture ofstructural components out of long-fibre matrix and integrated continuousfibre strands,

FIG. 13 a is a side elevational view of a further example of adouble-base structure with ribbings and beadings,

FIG. 13 b is a top plan view of a further example of a double-basestructure

FIG. 14 is a cross sectional view of an example with roundedlongitudinal support struts,

FIG. 15 is a side elevational view of a base structure with non-planebase areas,

FIG. 16 is a side elevational view of a base structure with stepped baseareas,

FIG. 17 is a cross sectional view of a connection of base structure witha sub frame,

FIG. 18 is a cross sectional view of a reinforcement of the basestructure by means of ribs and beadings,

FIG. 19 is an exploded view of a further example of a vehicle cellassembled out of few components.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 schematically illustrates the construction of a vehicle cell 1according to the invention, which is built out of a shape-defining,long-fibre-reinforced thermoplastic matrix 2 with integrated continuousfibre strands or strips 3. The integrated continuous fibre stands form athree-dimensional supporting structure 4, which contains a basestructure 10. In the central zone of the vehicle cell, between a frontwheel suspension 8 and a rear wheel suspension 9, uninterruptedhigh-strength continuous fibre strands running in longitudinal direction3 no are integrated in an upper base area, level NO, as well ascontinuous fibre strands 3 nu running in longitudinal direction in alower base area, level NU, underneath the axle plane 5. The lower andthe upper base area are connected together by walls 11, shown in FIG. 2,transmitting substantially vertical shear forces and the base structure10 is connected with the front wheel suspension 8 and the rear wheelsuspension 9. In order to create a particularly stable and rigid vehiclecell, the relatively large height spacing h1 between upper and lowerbase area NO, NU in the central zone amounts to at least 15 cm.Depending on the type and the design of the vehicle including a frameconstruction 30, the height spacing h1 may also amount to 20-30 cm. Bythe arrangement of the high-strength continuous fibre strands in the twodiffering base areas, levels NO, NU, with a relatively large heightspacing h1, a high stability, rigidity and also a good torque absorptionof the vehicle dead weight during standstill is achieved. With this,also a long-term creeping is prevented. This is illustrated in principleby the weight forces K1 with distance L1 and the counterforces K2 in thecontinuous fibre strands of the levels NO, NU with spacing h1.(Torque balancing: K1.L1=K2.hi)

For road vehicles, the upper base area, level NO, is situated above theaxle plane 5 and the lower base area, level NU, below the axle plane 5.This results in a favourable absorption by the base structure of allforces occurring due to the running operation, wheel suspension, deadweights and also crash loads. For special vehicles, however, it is alsopossible to locate both levels NO and NU above or below the axle plane5, e.g., for vehicles requiring a particularly high ground clearance orfor low loaders with especially large wheels. Decisive, however, heretoo is also a sufficiently great spacing h1 between the two levels. FIG.2 illustrates an example, where both levels NO and NU are situated abovethe axle plane 5′.

FIG. 2 in cross-section illustrates a further example of a basestructure in accordance with the invention, here as a hat-shapedcross-section, with upper and lower continuous fibre strips or strands 3no, 3 nu in the long-fibre matrix 2. Advantageously, a structure of thiskind may be reinforced with a box-shaped transverse element 16 withintegrated continuous fibre strands 18 running in transverse direction,as is also depicted in FIGS. 4 and 5.

FIG. 3 illustrates a base structure 10 with box-shaped longitudinalelements 15 with integrated continuous fibre strands 3 runninglongitudinally in the upper and the lower base areas NO, NU. In thisexample two uninterrupted internal longitudinal box-shaped elements 15are contained in the base structure 10, which, for example, are capableof absorbing the forces of a sub-frame 48 (as described in connectionwith FIG. 7) or of a crash structure 47, wherein here through a largesurface area connection by means of gluing and a positive fittingadaptation an impeccable force transmission can be implemented. Thisexample over and above this also illustrates a double base structure 17,shaped out of an upper and lower base plate 6 a, 6 b, as well asadditionally integrated continuous fibre strands or strips running in atransverse —or longitudinal direction 18, 19, which for a lattice-likesupporting structure 4.

FIG. 4 in cross-section illustrates a further embodiment of a basestructure 10 with outer longitudinal box-shaped elements 15, which herehave a relatively large height spacing h1 of, e.g., 20-25 cm between theupper and the lower base area NO, NU. These are additionally connectedwith a rear, box-shaped transverse element 16 with integrated continuousfibre strands 18 running in transverse direction (refer to FIG. 5), sothat already with the base structure a particularly torsionally rigid,strong and light-weight vehicle cell is able to be constructed. This issuitable, for example, also for convertibles/roadsters. With this, onthe same base structure, different vehicle bodies are capable of beingimplemented in modular design.

FIG. 5 illustrates a base structure 10, which comprises box-shapedlongitudinal elements 15 as well as a boxshaped transverse element 16.The supporting structure here, apart from the integrated longitudinalcontinuous fibre strands 3, also comprises continuous fibre strandsrunning in transverse and diagonal directions 18, 19 and also incomplement an additionally integrated sheet-like fibre fabric 45 as areinforcement for increasing the resistance against shearing. Thedistribution and the arrangement of the continuous fibre strands 3 inthe whole vehicle cell in general is implemented in accordance with theforces occurring.

FIG. 6 in cross-section schematically illustrates an example of a doublebase structure 17 formed out of two half-shells a and b with an upperand lower base plate 6 a, 6 b. The double base here comprises twobox-shaped longitudinal elements 15.1, 15.2. The connection of the twohalf-shells a and b can be implemented by thermoplastic welding, gluingor also bolting and riveting, wherein a positive fitting adaptation ofthe parts a and b is additionally advantageous. Also the examples of theFIGS. 10 a-c and 13 a-b are each respectively composed of two halfshellsa and b. For the pressing process, all vertical walls have to have aminimum mould release incline of, e.g., 1.5-2°. This is also applicablefor ribs and beadings.

FIG. 7 illustrates an example of a vehicle cell 1 with a base structure10 and a frame construction 30 connected with it, which consist ofvarious components: of lateral support struts front and rear 31 roofsupport struts 32 and roof spars or transverse connections 33, asplashboard 36 and a rear transverse wall 37 (refer to FIG. 11). Ametallic sub-frame 48 for the front wheel suspension 8 is inserted intothe double base structure or into box-shaped longitudinal elements 15(as depicted in FIG. 3) with a large surface area and a positive fitinto the base structure 10 and connected with the vehicle cell. Arrangedon this sub-frame 48 is also a crash element 47. These are designed insuch a manner with the wheel suspension 8, that in the case of acollision (K3), the front structure is compressed over a deformationdistance and is capable of being deviated underneath the vehicle cell,if at all possible without any impairment of the vehicle cell.Illustrated on the B-column 31B of the frame construction here over andabove is an integrated metallic insert 40 in the form of a forcetransmission element 41 for attaching the safety belts. This is alsoillustrated in FIG. 8 b. The rear suspension 9 in analogy is alsoconnected with the base structure 10 by means of suitable forcetransmission-elements.

The FIGS. 8 a and b illustrate support strut profiles of the frameconstruction 30 with integrated U-shaped continuous fibre strands 3 inthe long-fibre matrix 2. FIG. 8 a depicts a semi-open support profile 21with a long-fibre rib structure 22 as an additional reinforcement andstiffening element.

FIG. 8 b illustrates hat-shaped profile 23 a, which together with acover 23 b is connected to form a closed profile 23. Also thisconnection of the parts a and b, for example, may be implemented bymeans of thermoplastic welding. Closed profile parts 23 are preferablyutilised in particularly highly stressed zones, for example, for theabsorption of forces, as is illustrated here with the integrated forcetransmission element 41, e.g., for a safety belt attachment point. InFIG. 8 b it is furthermore illustrated, that to the vehicle cell and tothe frame construction non-load-bearing, flat plastic components 54 areable to be attached as the outside of the body. Plastic light-weightbody components of this kind can be easily manufactured, e.g., byinjection moulding. This results in a particularly light-weight vehiclebody. The plastic components 54 in doing so, may, e.g., be glued to thevehicle cell or else also be attached by means of fixing elements 43,such as clips, so as to be removable and interchangeable. FIG. 8 bfurthermore illustrates a surface lamination 46 for the interior, whichcan be implemented in a common manufacturing step, in that long-fibrematrix 2, continuous fibre strands 3 and a surface lamination layer 46are pressed together with one another.

The method for the manufacture of vehicle cells, or of vehicle cellcomponents according to the invention is illustrated in FIG. 12. Theleft side depicts the cottonwool-like, molten long-fibre-reinforcedmatrix material 2 containing air prior to being pressed, which has beenapplied to preconsolidated molten continuous fibre strands 3 positionedin a press mould. During pressing, the air is squeezed out of thelong-fibre matrix and an intimate connection with the integratedcontinuous fibre strands 3 of the supporting structure is established,so that as a result of the pressing process in a single step a compactstructure in accordance with the right side of FIG. 12 is produced,without any detrimental air inclusions. The intimate thermoplasticconnection (fusion) of the long-fibre matrix with the continuous fibrestrands results in an optimum force transmission and distribution in thethree-dimensional supporting structure 4. Over and above, in thiscombined process it is also possible to install a surface lamination 46on one side or, for example, a reinforcing fabric 45 may be installedbetween the continuous fibre strands or strips 3 and the long-fibrematrix 2 (refer to FIG. 5) and pressed together with one another in asingle step.

The vehicle cell and the base structure are assembled out of severalcomponents or elements 50, wherein impeccable force-transmittingconnections between the different components are produced. In principle,this can take place by thermoplastic welding, by gluing or else also bybolting-on integrated metal inserts, preferably assisted by a positivefitting adaptation of the various components.

In the example of FIGS. 9 a, 9 b, force-transmitting connections 42between the continuous fibre strands 3.1, 3.2 of the two components50.1, 50.2 are established. Here these, for example, are metallicconnecting elements 42.1, 42.2, which are integrated into the components50.1, 50.2 with a positive fit as inserts. These form a positive fittingconnection, which by bolting can easily be attached and also removedagain.

FIGS. 10 a, b, c in three different perspective views illustrate afurther example of a vehicle cell 1 with integrated three-dimensionalsupporting structure 4 made out of continuous fibre strands 3, whichalso comprises a double base 17 consisting of two shells a and b as wellas an elevated rear box-structure 38.

The example of FIG. 11 illustrates the assembling of a vehicle cell 1out of different components 50. Here once again a two-part double base17 a, b with upper and lower base plate 6 a, 6 b as well as front andrear side walls 34 v, 34 h, roof support strut 32, transverseconnections 33A, 33B, 33C, a splashboard 36 and a rear box structure 38are illustrated as components of the vehicle cell. The components 50 canalso be designed as finished modules 52 (e.g., with connections andsurface laminations), so that the vehicle cell is capable of beingassembled by simply connecting the modules, e.g., by means of bolting(FIG. 9).

FIGS. 13 a, b illustrate a further example of a two-shell double basestructure 17, which comprises additional stiffening ribs 22 and beadings25 in the base plates 6.

The FIGS. 14-16 illustrate examples of base structures with non-planebase areas NO, NU, this both with respect to the transverse direction Yin FIG. 14 as well as with respect to the longitudinal direction X inFIGS. 15 and 16. It is important that the height spacing h1 between thetwo levels is sufficiently great, so that a major proportion of alloccurring forces and torques are capable of being absorbed by the basestructure. These forces and torques substantially are mass forces duringstandstill, driving forces on the wheel suspensions during operation aswell as impact forces from different directions in the case of a crash.In this, these forces have to be absorbed by the vehicle cell, i.e., thebase structure with the frame construction, wherein always a substantialproportion is taken over by the base structure.

FIG. 14 in a cross-section illustrates a rounded, tubular longitudinalsupport strut 14 (in analogy to the box-shaped support strut 15 in FIG.4), which, e.g., forms a side bulge and is also formed out of twohalf-shells 6 a and 6 b.

FIG. 15 in a longitudinal section illustrates a base structure 10 with acurved upper base area NO slightly declined in forward direction and alower base area NU. For illustration purposes, here also additionaldiagonal continuous fibre strands 3 in the side walls 11 are depicted.The side walls 11, also absorb shear forces.

FIG. 16 illustrates a stepped base structure 10 with a lower front mainbase 6 a, 6 b and a smaller, higher rear base part 38 wherein both onceagain are assembled out of two half-shells a and b. The main base areasNO, NU are supplemented by the rear base areas N02, NU2, with aforce-transmitting transition between the different levels.

FIG. 17 illustrates a connection transmitting forces and torques from asub-frame 48, or from a wheel suspension and crash elements 47 onto abase structure 10. Serving this purpose on the one hand arelarge-surface force transmission areas, e.g., by means of gluing, aswell as—as illustrated here—bolted connections with integrated forcetransmission elements 41, which transmit forces onto the continuousfibre strands 3 in the base structure. This force transmission to thebase structure is additionally assisted by reinforcements in the form ofribs 22 and beadings 25 in the highly stressed zones.

FIG. 18 illustrates a reinforcement and stiffening of this type by meansof ribs 22 and beadings 25 in the long-fibre matrix 2 in combinationwith the integrated continuous fibre strands 3. This is depicted here onan upper base half-shell 6 a.

FIG. 19 illustrates a further example of a vehicle cell of a five-seatlimousine, similar to the example of FIG. 11, which is assembled in avery simple manner out of relatively few components 50. This vehiclecell comprises a front wall or splashboard 36 extending over the wholewidth as well as right-hand and left-hand components mirroredrespectively at the centre plane (X, Y), of which in FIG. 19 only thecomponents of the right side are illustrated.

Of the following components, respectively a right-hand and a left-handpart exists:

Base structure 10 with

-   Base plate front top, 6 a-   Base plate front bottom, 6 b-   Base structure rear top 38 a-   Base structure rear bottom 38 b

Frame construction 30 with

-   Side wall rear with B- und C-column 34 h-   Side wall front 34 v with A-column 34 b-   Roof support strut top 32 a with A-column 34 a-   Roof structure with support strut 32 b, and roof spars 33A, 33B, 33C    (at A-, B- and C-columns)

Of these components, respectively the following parts together each formdouble base structures or closed, rigid box profiles with relativelylarge cross-sectional surface areas:

-   the base plates 6 a and 6 b form a double base 17,-   the base structures 38 a and 38 b also form a double base box    structure 38,-   the roof support struts 32 a with A-column 34 a and roof structure    32 b as well as the A-column 34 b together form a closed roof frame    32.

Overall, this vehicle cell therefore is composed of 17 components. Notillustrated in FIG. 19 are a left-hand and right-hand door as well as arear flap/tailgate, which as further, separate components are alsomanufactured in the same manner with long-fibre matrix and integratedcontinuous fibre strands. Also the metallic support struts or sub-frames48 for the wheel suspensions and possible crash elements are illustratedin the Figure, these are integrated in or bolted on to the basestructure at the designated points 48, wherein the force-transmittingareas of the base structure are reinforced with ribs 22 and beadings 25in addition to the force-absorbing continuous fibre strands. Forillustration purposes, in the roof area some continuous fibre strands 3are depicted, in order to illustrate how these continuous fibre strandsare integrated into the complete structure.

The assembling of these components 50 into the complete vehicle cell 1can be effected by means of welding the thermoplastic matrix, by gluingas well as by force-transmitting connections between the continuousfibre strands.

Suitable as matrix materials are, for example, thermoplastic materialssuch as polypropylene (PP), polyamides (PA), polyethylene-terephthalate(PET), polybuthylene-terephthalate (PBT) and as fibre reinforcementsabove all fibre glass, depending on the requirements, however, alsocarbon—or aramide fibres, with a fibre content in the continuous fibrestrands of, e.g., 35-60% by volume and in the long-fibre matrix of,e.g., 15-25% by volume. The strands may comprise differing crosssections and fibre structures. The simplest are UD-strands with parallelfibres, depending on the application, however, also wide, flat strips,for example, also in a combination of longitudinally—and diagonallyoriented continuous fibres, may be utilised. The long-fibre mass inplane zones may, for example, have a thickness of 2-4 mm and thecontinuous fibre strands 3, for example, a thickness of 2-5 mm and awidth of some centimetres.

With the vehicle cell in accordance with the invention, great weightreductions in comparison with the conventional steel construction methodare capable of being achieved. The construction in components 50 withrelatively compact dimensions for the pressing process requirescorrespondingly smaller presses and press forces. In comparison with themanufacture of stressed-skin (monocoque) steel bodies up to now, as aresult significantly lower investments in production facilities arenecessary.

Within the scope of this description, the following designations areutilised:

-   NO upper base area, level-   NU lower base area, level-   h1 height spacing/distance-   3 no in NO-   3 nu in NU-   a, b half-shells-   K1, K2, K3 forces-   L1 torque distance-   X, Y, Z spatial directions-   1 vehicle cell-   2 long-fibre matrix, mass-   3 continuous fibre strands, strips-   4 supporting structure-   5 axle plane-   6 base plate-   8 front wheel suspension-   9 rear wheel suspension-   10 base structure-   11 vertical walls-   14 rounded longitudinal support strut-   15 box-shaped longitudinal elements-   16 box-shaped transverse elements-   17 double base-   18 transverse continuous fibre strands-   19 diagonal continuous fibre strands-   21 semi-open support strut profiles-   22 ribbing, ribs-   23 a, b closed support strut profiles-   25 beadings-   30 frame construction-   31 lateral support strut-   31A, B, C A, B, C-column-   32 roof support strut-   33 transverse connections, roof spars-   34 side wall-   36 splashboard-   37 rear transverse wall-   38 rear box structure, base-   40 inserts-   41 force transmission element-   42 connecting element-   43 fixing element-   45 reinforcing fabric-   46 surface lamination-   47 crash elements-   48 sub-frame-   50 components of 1, 10-   52 finished modules-   54 plastic body components

1. A vehicle cell made of fiber-reinforced thermoplastic material,comprising a shape-defining, thermoplastic matrix (2) having long fiberstherein for reinforcement and additionally with integrated continuousfiber strands or strips (3), which combined form a supporting structure(4), with a base structure (10), which comprises a base plate (6) and,in a central zone, a first set of longitudinally running, uninterruptedcontinuous fiber strands (3 no) integrated into the longfiber-reinforced thermoplastic matrix (2) in an upper base area (NO) anda second set of longitudinally running continuous fiber strands (3 nu)integrated into the long fiber-reinforced thermoplastic matrix (2) in alower base area (NU) underneath or near the axle plane (5), wherein theupper and the lower base areas are connected with vertical walls (11)and wherein a height spacing (h1) between the upper and lower base areas(NO, NU) amounts to at least 15 cm and the base structure is connectedwith a front wheel suspension (8) and a rear wheel suspension (9). 2.The vehicle cell in accordance with claim 1, wherein the upper base area(NO) is situated above the axle plane (5) and the lower base area (NU)is situated underneath the axle plane.
 3. The vehicle cell according toclaim 1, wherein the base structure (10) comprises box-shapedlongitudinal elements (15) with the first and seconds sets of integratedcontinuous fiber strands (3) running longitudinally.
 4. The vehicle cellaccording to claim 1, wherein the base structure also comprises thirdand fourth sets of continuous fiber strands (3) running in a transversedirection (18) and diagonally (19) respectively.
 5. The vehicle cellaccording to claim 1, wherein the base structure (10) at least incertain areas comprises two abutting half shells forming a box-shapeddouble base (17) with the first and second sets of integrated continuousfiber strands (3).
 6. The vehicle cell according to claim 1, wherein thebase structure comprises at least one box-shaped transverse element (16)with a third set of integrated continuous fiber strands running intransverse direction (18).
 7. The vehicle cell according to claim 1,wherein the vehicle cell contains box-shaped elements, which arecomposed of two half-shells (a, b).
 8. The vehicle cell according toclaim 1, wherein the base structure (10) for stiffening purposescomprises ribs (22) and beadings (25) made of long-fiber mass.
 9. Thevehicle cell according to claim 1, further comprising a frameconstruction (30) connected with the base structure with lateral supportstruts (31), roof support struts (32) and transverse connections (33).10. The vehicle cell according to claim 9, wherein the frameconstruction includes semi-open, U-shaped support strut profiles (21)with integrated continuous fiber strands (3) and with additionallong-fiber ribbing (22).
 11. The vehicle cell according to claim 9,wherein the frame construction (30) includes dosed support strutprofiles (23) with additional integrated continuous fiber strands (3).12. The vehicle cell according to claim 1, wherein the base structurecomprises a front splashboard (36) and a rear wall (37) or a rear boxstructure (38).
 13. The vehicle cell according to claim 1, furthercomprising, in front or at a rear thereof, crash elements (47) with apredefined deformation distance, and which are also active between thebase structure (10) and the wheel suspensions (8, 9).
 14. The vehiclecell according to claim 1, wherein the front wheel suspension or therear wheel suspension comprise metallic sub-frames (48), which areintegrated into the base structure (10).
 15. The vehicle cell accordingto claim 1, wherein the supporting structure (4) as force transmission(41) or as connecting elements (42) contains integrated metallic inserts(40).
 16. The vehicle cell according to claim 1, wherein the vehiclecell and the base structure are composed of several elements orcomponents (50), wherein force-transmitting connections (42) existbetween additional continuous fiber strands (3) of the severalcomponents (50.1, 50.2).
 17. The vehicle cell according to claim 1,wherein the first and second sets of integrated continuous fiber strands(3) form a three-dimensional supporting structure (4).
 18. The vehiclecell according to claim 1, wherein the cell is formed out of easilyassembled, finished modules (52).
 19. The vehicle cell according toclaim 18, wherein a plane fabric reinforcement (45) or a surfacelamination (46) for the interior is integrated into the modules.
 20. Thevehicle cell according to claim 1, wherein non-load-bearing planeplastic components (54) manufactured by injection molding are affixed asan outside of a vehicle body.